Air-brake system.



PATENTED MAR..12, 1907.

w. v. TURNER. AIR BRAKE SYSTEM. APPLICATION FILED AUG. I 1903; RENEWED APR. 23, 1806.

3 SHEETS-SHEET 1.

Z6451 J66, liverQr' No. 846,528. PATENTED MAR. 12, 1907.

w. v. TURNER. AIR BRAKE SYSTEM. APPLICATION FILED AUG.1, 1903. RENEWED APR. 23, 1906.

3 SHEETS-SHEET 2.

PATENTED MAR. 12, 1907. w. V. TURNER. AIR BRAKE SYSTEM. APPLICATION FILED AUG. 1, 1903. RENEWED APR. 23, 1906.

3 SHEETSSHEBT 3.

, UNITED STA ES PATENT OFFICE.

WALTER v. TURNER, OF WILMERDING, PENNSYLVANIA, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO THE WESTINGHOUSE AIR BRAKE SYLVANIA.

PTO-846,528.

COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENN- AIR-BRAKE SYSTEM.

Patented Maren 1'2, 1907.

Application filed August 1,1908i Renewed A ril 23, 1906- Serial No. 31.3,320l.

1'0 all whom it "my concern:

. Be it known that I, WALTER V. TURNER, a citizen of the United States,-residing at Wilmerdin in the county of Allegheny and State Pennsylvania, have invented certain new and useful Improvements in Air-Brake Systems, of which the following a specification.

' This invention relates to that class of air brake systems known as the Westinghouse and New York air brake systems'desi ned for the generation and distribution 0 air under pressurein the train pipes of a railway train, and particularly to the arrangement and construction of'the different parts, as will more fully hereinafter appear.

The principal object of the invention is to provide a Simple, economical, and efficient air brake system. Other objects of the invention will appear from' an examination of the drawings and thefollowing description and claims.

The invention comprises principally an air brake system in whlch there are combined an air pump, main, supply, and application reservoirs connected therewith, aftrain pipe,

and an. engineers valve provided with exhaust valve mechanism for the train'pipe and connected with the three reservoirs and with the train ipe to supply air under pressure from the rst two reservoirsto pipe and to operate the exhaust mechanism of the train pipe by admitting air from the application reservoir to the exhaust mechanism.

In the accompanying drawings- Figure 1 is a plan view in diagram of the preferred form of the system, as it appears when constructedin accordance with these improvements Figure 2 1s a vertical sectional elevation of the brake valve used in connection with this system, taken on line (2) of Figure 3 looking in the direction of the arrow;

Figure 3 is a vertical sectional elevation of the same valve, taken on line (3) of Figure 2, looking in the direction of the arrow Figure 4 is a partial elevation of the lower portion of the valve body, to show the serv ice exhaust port;

F1 ure 5 1s a plan sectlonal view, taken on line 5) ofFigure 2, lookmg in the direction of. the arrow and showing the parts of the valve arranged for service position;

Figure 6 is a perspective view of the valve seat for the rotary valve, looking at it from above;

Fig. 7 a perspectivefview of the rotary valve, looking at it from the under side; and

Fig.8 a sectional elevation of the brake valve, taken on the V-shaped line 8 8 of Fig. 5 looking in the direction of the arrow.

In illustrating and describing these improvements I have only illustrated and will iere describe that which I consider to be new, taken in connection with so much as is old as will properly disclose the invention to others, and enable those skilled in the art-to practice the same, leaving out of consideration. other and well-known elements, which if set forth herein, would only tend to confusion.

In constructing an air brake system in accordance with these improvements I provide a main reservoir 1 connected with an air pump 1) by means of a pipe 0, in which an excess pressure valve (1 is employed. This main reservoir is connected with an engineers brake valve 6 by means of a main reservoir supply pipef.

An application reservon' g-ls provided for holding high pressure and, in fact, any pressure until it ceases to operate at, say, one hundred pounds to the square inch. This application reservoir is connected to the air pump by means of the pipes c, h, and 'L, and with the engineer's brake-valve by means of ipe It will be noticed that the connection etween the pump and application reservoir is free from any controlling valve, which would prevent fluid pressure as it is gener ated, from entering said reservoir.

A Supply reservoir is is provided, and connected with the air um by means of pipes c, h, and l, and Wltll tie engineers brake valve by means of a pipe m. p

A train pipe at is provided and connected with the engmeers brake valve 1n proper position. The excess pressure valve (1 is interposed between the. air pump and the main supply reservoir, and may be of any construction ordinarily employed for the purpose of ma'ntaining an excess of pressure 111 the pipes c, h, and t, and the application reservoir g of about ten pounds over that mthe main reservoir a, which excess of pressure in that maybe generated by the air pump controlling valve w is provided and inserted I TlllS flllld, pressure controlling valve may be of any usual between the pipes hand 1.

construction which will permit the ;desired pressure-say up to seventy pounds to the square inch, to enter-the said supply reservoir, and which will cut off the excess supply, the application reservoir by this arrangement taking the preliminar as well as the excess of pressure, above t at in both the supply and main reservoirs. i

in constructing an engineers brake valve for use in connection with his system, as shown in Figures 2 to 7, inclusive, I have revided a main valve body formed oft ree parts; a bottom portion 6, intermediate portion 7, and upper cap portion 8', secured together by means of the bolts 0. The intermediate portion of the valve body vided with a valve seat 1),. upon which a rotary valveqoperates, such valve being operated by means of a stem portion 1*, having a bearing in the upper cap or portion of the piston, andto open it by means of superior valve body, and its lower triangular end 8 fitted in acentral recess in the rotary valve. The stem is'provided with a valve handle t,

in turn having a spring-pressed pawl u a1: ranged to contact the stops 9. on the flange v of the upper part'of the valve body, all as are generally used to guide the engineer in positioning thQViBl-YO. v

The lower part of the. valve body is, provided with an exhaust chamber w, in which an exhaust-slide valve 10 operates to open and close a triangular service exhaust port 12-for the train pipe. This exhaust chamber connects with *the lower part of a piston chamber in which an exhaust piston 11 operates. This piston has a stem 2, the shoulders z and .2 of whichoperatethe exhaust slide valve. It will be seen that these shoulders permit a certain amount of loose play to the piston before the exhaust valve is operated. The exhaust valve piston is operated to close the exhaust both by means of a coiled spring 24; and during active use by fluid pressure contained in the train pipe and below the fluid pressure admitted from the application reservoir above the said piston, all of which will more fully hereinafter appear. The body ofthe valve is provided with three passages, 13, 16, and 18, which connect respectively with the main reservoir, the trainpipe, and the supply reservoir. The pas-' sage 13 is adapted to have continuous con-' nection with the chamber 14 at the top of the is provalve, but the passages 16and 18 are not so i connected, the passage 16 being adapted to i be shut off by a turning of the rotary valve q, i and the passage 18 not havin any connection with the c amber 14, but eing adapted to be connected with the train pipe 16 by means of the cavity 17 on the under side of the rotary valve q. 7 The'rotaryvalve q is proof which passage t e cham er 14 and conseconnected with the passage 16. .As clearly shown in Figure 11, the bottom of the rotary valve is provided with a plurality of grooves, 17, 27, and 29, and as shown in Figure 10, the valve seat p is provided with a plurality of openings, 21, 30, and 28, in addition to the previously mentioned passages 16 and. 18. The grooves in the valve and the passages in theyalve seatare so arranged relatively, that byadjustment of the rotary valve, any

more fully explained hereafter. The pur sage 16 with the passage 18, thereby admitting pressure from the supply reservoir to the train pipe. The purpose of the groove 291's to connect the top of the assage 21 in the valve seat'vrith the top of tli in the valve-seat, which passage 30 has con nection to the application reservoir. When this connection is made, pressure is admitted from the application reservoir to the upper side of the piston y, thereby forcing it down and opening the exhaust 12. The groove 27 connects the top of-the passage 16 with the top of'the'exhaust port 28. v port, as indicated in Figure 6, extends vertically through the valve seat and then turns at an angle and leads to the outer air. When the rotary valve is in the proper position to connect the passage 16 and the exhaust port 28, by means of the groove 27,-while the other passages are blanked, avery rapid exhaust, is allowed from the train pipe to the outer at of the brakes. The relative position and function of the various passages will be more full a preciated when takenin connection wit t e recital of the operation, which follows. 1 v

Describing the operation of the system 'when the handle of the engineer's brake valve is in its first position, (viz., release position -line 1 of Fig. 5 see. also Figs. 2 and 3) or that assumed when the brakes are released by the admission of fluid pressure to the train pipe, and to obtain a direct recharging of the train line system from the main reservoir, the valve-body is provided with a port or passage 13 connected with the 14 above the'rotary valve, so that air under pressure contained in the -main reservoir vided with a passa e 15 (Figure 3), by means quently the passage 13 is connecte'd'and, dispose of the groove 17' is to connect the pas- This exhaustmain reservoir pipe f and leads to achamber' passes down through a passage 15 in the rodesired connection may-be made, as will be e passage 30 mosphere, giving the emergency application the train line.

'the rotary valve connects the supply through P p 1',

opening 12 pipe with the atmosphere, so as tomake a tary valve, which is registerin with passage 16 in the valve seat and b0 y-see Fig. 3and is guided through these passages into the train pipe at, and the train pipe charged or re-charged directly from the main reservoir and at the pressure contained therein in a manner to quickly charge the train pipe and release the brakes.

When the engineer places the valve handle in its second or running position-as shown at line 2 in Fig. "5-the passages and 16 the technical term, blanked. At the same time a groove 17 in the under face of voir passage 18 with the passage 16, which, in turn, is connected with the train pipe it (see Fig. 3), so that air under pressure of seventy pounds from the supply reservoir is fed through these passages 18, 17, and 16 to the train pipe and the train pipe pressure maintained at the desired amount, v1z., seventy pounds to the square inch, while all other ports and passages in the engineers valve are blanked. At the same time it will be seen (see I 2. 3) that by means of a bypass 19 air under pressure is fed into the exhaust chamber 11) and into the piston chamber 20 belowexhaust valve piston y to keep the same at its upper limit of movement and close theexhaust passage 12 between the exhaust chamber and the atmosphere, and also therebybetween the atmosphere and The system is now arranged in such manner that there are ninety pounds pressure in the main reservoir and seventy pounds pressure (to the square inch) in the supply reservoir.

When the valve handle is placed in the third or.lap position-as shown at line 3 in Fig. 5 -all ports and passages in the rotary l the ports and passages from the supply reservalve seat and rotaryvalve are blanked.

When the handle of the engineer's valve is on line 4, namely, is placed in the fourth or service position (as shown particularly in Fig. 8), a small service application port 21 in the valve seat-and which leads therefrom down into the piston chamber 22 above the exhaust pistonis, through the instrumentality of groove 29 on the under side of the rotary valve; brought into communication 1 30 extending through the with a passage connected with the applicavalve body and tion reservoir so that superior fluid pressure is free to pass from the application reservoir passage 30, groove 29, and passage 21 to said piston chamber 22, above the piston therein, to depress tension of helical spring 24.

moved downwardly so as to gradually un-' cover the triangular shaped service exhaust thereby connecting the train i position,

the pressure in are disconnected, or, in other words, usfhg it against the When the loose play between the shoulders on the piston 5 position until therequired reduction is made in the tram pipe, and then returns it to lap" blanking the application ports or passages above described. At the same time a two small passages, 25 and'26, which connect the upper part of the piston chamber 22 with the train line passage 16 are open, so that an equalizing effect can take place'between that ,chamber and in the train pipe; The pressure in the chamber. 22 is thus gradually reduced to that containedin the train pipe, and the-piston,with the assist reser-l ance of, the helical spring 24, is gradually raised to first blank "the passage 26, which partly retards the movement of the piston and finally blank passage 25, as shown in Fig. 3. This also closes the triangular shaped exhaust passage in a gradual manner, which, on account of itspeculiar shape, provides for a gradual cut-ofl of thetrain line reduction, thereby preventing any surge of air in the train pipe, .as mig line exhaust to be cut off suddenly. If other reductions are required, it will be seen that the engineer may make-it by repeating the application and moving the rotary valve to service position as often-as required. a The release of the brake valves may be accomplished by putting the valve in the first or release position, as described above, and again permitting an under pressure from the main reservo1r When an emergency appli ation of the brakes is required, the rotary alve handle t is moved to the fi fth or emergency osition, as shown at line 5-'Figure' 5. In t 's position all theports and passages from the main reservoir to the train pipe are blanked, as are voir, but the rotary valve seat is moved to such position that a groove'27 in the 'lower face thereof connects the train line passage 16, as shown, with a supplementary large emergency exhaust passage 28 in the valve seat, thereby permitting a reduction-of the train line pressure through large passages and direct to the atmosphere.

Having thus described my invention and illustrated its use, what I claim as new, and desire tosecure by Letters Patent, is the following:

1. In combination, {a niain -reservoir for relatively high, pressure, a supply reservoir for relat vely lower or train hne' pressure, an .5 a phcation reservo1r for a higher pressure t an that of the main reservoir, means for maintaining the desired pressures in these reservoirs, a trainlplpe and an engineers valve provided-with serviceexhaust means and ha ing connection to the three reservoirs 1 and train pipe and adapted to connectthe main and supply reservo1rs to the train pipe,

ht result were the train-f.

to flow" directlymto the train pipe andrestore the pressure therein.

and to connect the application reservoir to the service exhaust means, whereby such means are operated.

2. In combination, a main reservoir for relatively high pressure, a supply reservoir for relatively lower or train line pressure, an

application reservoir for a higher pressure t an that #of the main reservoir, means for 'maintaining the desired pressures in these reservoirs, a train pipe and an engineer's valve provided with service exhaust means and a direct exhaust and having communication to the reservoirs and train pipe adapted to connect the main and supply reservoirs to thetrain pipe to connect the train pipe to the direct exhaust and to connect the application res' ervoir to the service exhaust means whereby such means are operated.

3. In combination, a main reservoir for relatively-high pressure, a supply reservoir for relatively lower or train line pressure, an a plicationreservoir for a higher pressure tl ian that of the. main'reservoir, means for maintaining the desired pressures in these reservoirs, a train pipe and anengineer's valve connected to the three reservoirs and the train pipe and having a direct exhaust port and a service exhaust valve comprising a piston for governing the service exhaust va ve, and a rotary valve with connections.

7 whereby the main and supplyres'ervoirs may be connected to the train pipe and the train pipe to the direct exhaust, and whereby contween the application reservoir and the ser--' nection between the application reservoir and the service exhaust cylinder is made for opening the service exhaust valve.

4. In combination, a main reservoir for relatively high pressure, a supply reservoir for relatively lower or train line pressure, an application reservoir for a higher'pressure t an that of the main reservoir, means for maintaining the desired pressures in these reservoirs, a train pipe and an engineer's valve connected to the three reservoirs and the train pipe and having a direct exhaust port and a service exhaust valve and comprising a piston for governing the service exaust valve continuously exposed on one side to train pressure to keep the valve closed and having a connection on the other side whereby it may be' connected to the application reservoir to open the valve, and a rotary valve with connections whereby the .main and supply reservoirs may be connected to the tram pipe and the train pipe to the direct exhaust, and whereby connection bevice exhaust cyhnder is made for opening the service exhaust valve.

5. In an air brake system, the combination of an air pump, main supply and a plication reservoirs connected therewith j a train pi e, and an engineers valveprovided with. exhaust valve mechanism for thetrain line and connected with the three .reservoirs and with the train pipe to supply pressure from the first two reservoirs/to the train pipe and to operate the exhaust valve mechanism of the tram pipe by'connecting the application reservoir therewith, substantially as described.

6. In an air brake system, the combination of a main reservoir, a supply reservoir, an application reservoir, a. train pipe, an engineers valve body provided with four passages connected with the main, supply, and application reservoirs and train pipe, an exhaust chamber provided with a service exhaust, an exhaust valve in the exhaust chamber, a piston connected therewith, and a rotary valve provided with one passage to connectand disconnect the main line reservoir and train pipe, a second, passage to connect and disconnect the supply reservoir and train pipe, and a third passage or groove to connect and disconnect the application reservoir with the chamber on one side of the exhaust valve piston so as to operate the exhaust valve and open the service exhaust by the superior pressure in the. application reservoir, substantially as describe 7. In an air brake system, the combination of a main .reservoir, a supply reservoir, a

passages therethrou h same and a rotary valve in the valve ody rovided with one passage to connect and isconnect the main reservoir and train pipe, a second, passage to connect and disconnect the supply reservoir and train pipe, a third passage to connect the application reservoir with the chamber on one slde of the exhaust valve piston to operate the same and open the service exhaust, and a fourth passage to connect the train ipe with the emergency exhaust, substantia ly as described.

8. In an .airbrake system, the combination of an air'pump, main and sup 1y reservoirs connected therewith, contro l'ihg valve mechanism in the connections between the air pump and the said reservoirs, an applica-' tion reservoir having free commumcation with the air pump, a train ipe, an en eerf s brake valve connected wit all of sai reservoirs and train pipe and provided with an exhaust chamber having a service exhaust, a slide valve for opening and closing said exhaust service, a piston connected with said slide valve and exposed on one side to train line pressure for operating said slide valve, and a rotary valve in said engineer's valve body for connecting and disconnecting the main and supply reservoirs with the train pipe 'and the application reservoir with the other side of the exhaust valve piston,

stantially 9. In an air means including a main reservoir for supplying pressure therefor, an engineer 8 valve provided with cation reservoir for operating such service exhaust means, pressure is maintained in the application erated. reservoir than in the main reservoir.

10. In combination, a reservoir for supplying pressure to the train line, an application v reservoir,

submaintained in the application reservoir than i in the first reservoir, a train pipe and an engi- 1 5 g neer s valve provided haust as described.

I with service ex i means and havlng brake system, a train pipe,

connection with the two i reservoirs and adapted to connect the first reservoirs with the train pipe and to connect the application reservoir wlth the service ex- 20 haust means whereby such means are op- WALTER V. TURNER.

service exhaust means, an appliand means whereby a higher i Witnesses:

Tnoms F. SHERIDAN,

means whereby a higher pressure is HARRY Inwm Gamma. 

